Combined electric-brake and push-button plunger-elevator system.



RVG. FURLOW. ooMBINBD ELECTRIC BRAKE AND PUSH BUTTON PLUNGBR BLEyAToRSYSTEM. APPLIUATION FILED JAN. 8, 1907. 907,986 Patented Dec. 29, 1908.

2 SHEETS-SHEET 1 .f1-Z Mfg-ff ATTORNEY;

P. C. PURLOW., COMBINED BLBGTBIQ' BBAKB ANB PUSH BUTTON BLUNGEBBLBvA'ToB SYSTEM.

907,986. APPLIVOATIUFAIILBD JAR. 8,1907. Patented Dec' 2 SHEETS-SHEET 2.

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` 0F JERSEY CITY, NEW

NEW'JERSEY, ASSIGNOR TO OTIS ELEVATOE COMPANY, JERSEY, A CORPORATION OFNEW JERSEY.

COMBINE? ELECTRIC-BRAKE AND PUSH-BUTTON PLU'NGER-ELEVATOR SYSTEM.

Specification of Letters Patent.

Patented nee.r 29, reos.

Application led January 8, 1907. Serial No. 361,363.

To all 'whom 'it may concern:

Be it known that I, FLOYD C. FUnLow, a citizen of thev United States,residing at Montclair, in the county of Essex and State of New Jersey,have invented a new and usel Improvement in a Combined Electric- Brakeand Push-Button Hunger-Elevator System, of which the following is aspecica- 4tion. i

My invention relates to hydraulic eleva'V tors, and one of its objectsis the provision of an improved automatic usb-button electric system ofcontrol for hy aulic elevators.

.A further object of the present invention is the provision of anautomatic push-button electric system of control in combination withbrake apparatus for plunger elevators.

More particularly it is one of the objects of this invention to providein combination with a push-button `controlled plunger elevator system,electric brake apparatus for the plunger to ositively hold the carstationary at a desire landing.

Other objects of the invention will appear hereinafter,thenovelcombmations of elements being pointed out in the appendedclalms. l

In the accompanying drawing, Figure 1 represents more or lessdiagrammatically an automatic push-button controlled elevator.

system with electric brake apparatus applied to the plunger; Fig. 2represents in plan and horizontal section, a modified form of Ibrakedevice; Fig. 3 shows a trip switch in elevation; and Figs. 4 and 5 aredetail views of the floor switches.

Similar characters of reference are applied to the two views. l

Referring to Fig. 1, C designates an elevator car which is attached toand supported by the plunger P, the latter being arranged to move up anddown in the cylinder l in the well known manner. .To the top of the carC is secured the counterweightrope 2, which passes 'upwardl `over thesheave S tothe counterweight .in 'the usual manner.

V designates a limit stop valve which is automatically operated at theup er and lower limits of travel of the car by t e latter strikingagainst the stop buttons or balls B and moving the operating rope R inone direction or the other. The rope R is passed connected to the pinion7, which in turn actuates the rack 8 to move the valve 68 in p theproper direction to effect a cutting off of the supply or exhaust andthus stop the car. A rope 5 is connected to the sheave 4 at one end andto its otherl end is connected a weight 6, so that when the car isymoved away from its limit of travel, theautomatic valve V will berestored to its normal position as sho in Fig. 1.

The apparatus thus far referred to is of well known construction and ishere set forth merely by way of illustratipn, and any other mechanismthan that shown may-be used if desired. `That is, I do not desire to belimited to any particulartype of hydraulic elevator as one of thefeatures of my invention is ada ted to be combined with any hydraulic eevator in which motor-fluid in the form of li uid or gas must becontrolled.

9 and 10 designate, respectively, the supply controlling valve apparatusand the exhaust controllin valve apparatus, the o eration of each of wich is controlled by t e electromagnetic valve apparatus 11 shown inenlarged view in deta1l in .my co ending a plication, Serial N o.313,540, led Apri 25, 1906, push-button controlled plunger elevatorsystem.

The valve devices 9 and 10 comprise differential pistons and arenormally held b pressure from constant su ply ipes 56 an 56 in theositions indicated) 1n Fig. 1. In addition .to t ese valve devices thereis also the automatic sto valve device V which is connected to the cyinder head H by means of the pipe 3. The casin s of the auxiliary valvesare connected to t e upper and lower portions of the casing of thestop-valve device V. The function of the latter 1s to automatically shuto the flow o'f water to and from the cylinder 1 when the car-a roacheseither terminal, and it is ,controlledpcll by the movement of the car inthe elevator well, thus makin a ositive stop in case of derangement of te e ectrical apparatus.

he main controllin valves 9 and 10 are both normallyclosed thus cuttingo' the ingress of water to, or the e ress of -water from the elevator`cylinder 1. lVheneither of the solenoids 25, 26 controllingthe'auxiliary or pilot valves 51, 51', receives current, the core ofthesolenoid is lifted with the result that the two-way valve 9 or 10connected thereto is opened to permit the passage of water to or lrectlyand automatically from the cylinder 1, depending upon whether the car isto go up or to go down. The operating valve remains open and the carcontinues in motion until the circuit including the o erated solenoid isbroken by means of one o the floor switches 13, 14, or 15. Theseswitches are used for shifting the current to either the up or downpilot valve, and also for breaking the circuit controlling theelectrical apparatus used in connection with the floor at which theswitch is located. These switches may be ofany desired construction andI show referred forms in Figs. 3 and 4, These oor switches each comprisea forked arm 101, which is mounted on a fixed pivot 102 in the hatchway.In Fig. 3 is shown an intermediate limit switch which comprises twoblades 103 and 104, one of which is always in engagement with the springclips 105 or 105', as more clearly shown in ig. 4. Preferably some arranement is made for holding one of the bla es in circuit-closing position,as for example, a spring 118, mounted on a rod 119, which is pivoted at120 to a spring-operated slide 121. Any other suitable devlce forholding the blade 103 or 104 in its circuit-closing position may be ised, however, if desired.

As will be seen in ig. 4, the arms 105 are spring-pressed, and mountedso as to be insulated from each other, and have connected to their innerends the wires 112 and 113, or the wires 122 and 123, as shown in Fig.4.

. the blades.

, tential.

Secured to the car C is a cam 16 which carries a laterally projectingpin 100. This pin is arranged to engage t e fork or butterfly 101 of theintermediate switch, as that designated 14,l and this reverse thepositions of This pin 100 may also be depended upon for operating thetop and bottom ioor switches 13 and 15, but I may operate the latter bymeans of the cam 16 striking against an arm carryin a roller at itsouter end and being fixed to t e shaft which carries the switch blade atits other end. When the switches 1.3 and 15 are thus operated,'theirknives are pr lled out of contact with the clips, thereby breaking the'circuit When this occurs the core of the solenoid and stem of theauxiliary valves return to their normal positions by gravity, causingthe two-way valve to immediately close and effect a stopping of the car.

The current used for operating the electromagnetic apparatus ma be takenfrom the electric light wires in a uilding, with resistance, as forexample a suitable number of incandescent lamps, inserted to reduce theo- Obviously, any other source of e ectric current ma he used ifdesired, as for example, electric atteries, or a dynamo, or analternating current generator. Although three floor switches are shown,the number may be decreased or increased in accordance with theoperation predetermined upon.

Referring now to the wiring for controlling the4 pilot valve mechanism11 and the trip switches 12, it will now be explained how theush-buttons when operated,are automatically thrownout or short-eircuitcdas soon as one of the trip switches 12 has been actuated. It will beseen that as soon as a pushbutton at a landing or one of thepush-buttons in the car, has been operated, the operator is givenexclusive control of the car, and the latter will go to the selectedlanding unless the safety swltch in the car is operated, in which casethe car would be immediately sto ped. lit); should be noted that an upor fcall push-button is provided at each iioor, and that in additionthereto, there is also a down or return button at each floor. These setsof push-buttonsor switches are designated '17, 18 and 19 in Fig. 1. Theup or calli button brings the car automatically to the floor whereoperated, while the down or return button, which is connected inparallel with the basement call button 19, enables a person, after usingthe elevator, to cause it to return to the first flo/or if desired.

In the car is a set of push-buttons numbered to correspond with theseveral floors, each button being wired in parallel with thecorresponding floor call button or switch. Controlled by the doorsleading into the elevator well or shaft are the respective door switches20, 21 and 22; These switches are all in the same circuit and in thiscircuit is a stop push-button or safety switch 24, which enables apassenger to break the circuit at will to eect the stopping'of the carat any desired position in the elevator well or hatchway, or at anytime.

The operation of the construction thus far disclosed will be understoodfrom the following explanation. Assuming that the car is at anintermediate floor and that the push-button 71 at the top floor beoperated so as to close the circuit from the#- main through one blade ofthe main line switch 72, and thence by way of wire 73, door contacts 22,21 and 20, wire 74, safety switch 24 in the car, wire 75 to the tripswitches 12. These trip switches are in such a position normally, thatthe circuit will continue through the stationary contact strips 83 andconnecting Wires 84, to the wire 85, and thence the circuit continuesthrough conductor 86, pushbutton 71, conductor 87, electro-magnet 89,conductor 90, switch 13, which at this time is in a closed position,conductor 91, solenoid 25, conductor 92, and finally through the otherblade of the main line switch 72 to the main It will be noticed thatthis circuit includes the coil of the lowermost electromagnet 89 and theelectro-magnet 25.

One of the'trip switches is shown in elevation in Fig. 3, and comprisesa base or support 77 on which are mounted the electromagnet 89 and thetable 78. The latter carries abracket 95 on which is l armature 93, theouter end o which carries a piece'of insulation 96. On the right-handend ofthe table 78, asviewed in Fig. 3, is secured a block of insulation80 which carries contacts 83, 7-9 and 97, and alsosupports a spring 82which yacts on one endv of the circuit-closing bar 76. With the otherend of this bar is associated a s ring 81 which acts to move the innerend ofp the bar 76 so as to electrically connect-the contacts 83 and 79.The s ring 82 at this time acts upwardly at the other end of the bar76`to move the same out of engagement with the contact 97.` Theelectrical connections of the wiring with these contacts 'will be clearfrom an`1nspection of Fig. 1.

When the electro-magnet K89 is energized and the armature 93 isactuated, the block of insulation 96 is moved upwardly and strikesagainst the inner end of' the circuit-closing i bar 76, and disengagesthe same from the contact 79. This operation, however, effects theengagement of the bar 76' with thecontact 97 but the contact 83 isstillin electrical connection with said bar 76. The 'upward movement of theinsulation 96 maybe re -L,

lated by the set screw 14-3 whichmay a so serve to prevent sticking ofthe armature to the poles of the magnet` if said setA screw is made ofnon-magnetic material. The spring 81 being stronger ,than the spring` 82w1ll restorethe parts to normal position 4when the magnet isde-energized, the downward moveyment of the insulation being limitedbythe abutment 144 with .which may be associated a restoring spring ifdesired.` i v When one of theelectro-ma 12 is operated all ofthe pushand19 at the landings and the netic switches push-buttons 23 in the carwillbe short-circuited so that even if they were operated after thecarhasy been started in motion, they could have no effect whatever untilthe car hasireached the floor to which it has been sent orcalled, andthe lrelay device shown in Fig. 3 automaticallyrestored to itsnormalposition, which isthat shown in said gure. The holding orretaining circuit of the electro-magnets 89 and 25 excludingthepushbuttons,v may be'- traced from the +`ma1nto and throu h the,

wire 73, door switches 22, 21 and 20, wire 74, safety switch 24 in theconductor `99, lowermost magnet 89., conductor 90,switch 13, conductor91, magnet 25, and conductor 92 to the-main.

It will be noticed that a separate relay is used foreach floor, that is,if there are three floors, as shown, there shouldl be three relays. Aseparate magnet is of course used for each switch,y the coils of suchmagnets taking their ycurrent from the vsame trip switch that the magnetgoverns, and are conpivot'ed at 94 an This has the effect of lettinguttons 17, 18

\ valve 60 will be car, conductor 75,` contact 83, 'bar 76, contact 97,conductor 98,

nected with floor buttons or the circuit through any magnet may beclosed by operating the corresponding floor push-button connected withthe same. The current then passes on through the corresponding iloorswitch to one of the solenoids o erating the auxiliary or pilot valves,and t ence to the return wire as traced above. Assuming again that thesolenoid 25 receives current and its core 37 together with the partsconnected thereto,` are lifted the auxillary or pilot valve 51. will beopened to permit the motor-Huid to passfrom the supply pipe 27 into thepipe 31 and thence to the chamber 54 to act on the piston 55 to move itdownwardly against the action of the motor-fluid in the chamber 57connected with the constant ressure su l i e 56.

It will be nlbticed thaiyghe :pistons 55 and 58 are of differentdimensions, the latter besmaller, and both being secure'd to the portionthevpiston valve 60 and theI piston 61. The latter is arranged to movein the chamber 63 and is` retarded in its upward direction by the checkvalve 62 so that the valve 60 will close slowly but may be moved in thequickly. the supp y pressurefromthe pipe 52'into the plunger'cylinder 1`quickly and thus obtaining a quick start of the Aelevator car. Inorder,however, to revent the car from stopping toosu'dden? the valve 60 shouldbe closed slowly vand this may be accomplished by restrictln v*the flowof the ycheck v The electro-magnet solenoid 25 having lifted" its coreor plunger 37 and operated the valve 51 to effect a downward movement ofthe piston 55 by its dierential action, the moved downwardly quickly andthe main supply iuid flow from the pipe 52 past the valve 60, and thencethrough t e piston cylinder in case a hydraulic-elevator system of thecar suspension type is em ployed;

supply pressure vcommunicated to the plunger P, the car lwill be movedupwardly until it air into the chamber'63 through valve 62 in any welliknown man-V -pi-pe 64, port 65, chamber 70, andV connecting `pipe 3, totheplunger cylinder 1or to the' '1.1' The valve 9 havingbeen opened andthe o arrives at its designated landing, when the pin 100 will operatethe switch 13 to effect ay denergiaation ofl the magnet solenoid 25 andthe consequent closure of the pilot valve 51. The supply pressure fromthe pipe 56 will now effect a return of the valve 60 to a closedposition slowly and the fluid in the chamber 54will be exhausted 31,pilot valve 51, and exhaust pipe 28, `th piston 60 being retarded by anadjustable opening in the check valve 62, as heretofore explained.

through pipe- The car will go to the uppermost landing and operate theswitch 13 to open the same and thus stop the car but if the ear shouldgo beyond this peinfV for anv reason whatever, the stop-ball B wouldu bestruck and the drum or sheave 4 turned by means of the l rope R to movethe valve 68 upwardly and I close communication between the valve 9 andthe pipe 3.

1t will be noticed that the stop-valve V comprises the balanced pistons67, 68 and 69 so that the uid pressure acting thereon `will have notendency to move the same. Inasmuch as the communication between thesupply pipe 52 and pipe 3 to the cylinder' 1 is thus closed by the stopvalve, and the valve 10 is closed, the elevator car will come to apositive stop at its uppermost limit of travel. a

The path of the current for the floor switch 13, 14 or 15 to the up ordown auxiliary pilotvvalve solenoids 25 or 26, depends entirely uponwhich line the contact blades ofthe intermediate floor switchA areconnected with, this in turn` depending upon the location of the car.Thus when the car passes the intermediate floor switch on its upwardmovement, it sets it to next direct the current to the exhaust or downmagnet solenoid, and when it passes this floor switch on its downwardmovement, it sets it to next direct the current to the supply or upvalve magnet. At an intermediate position of the switch 14 both circuitsare broken, so that at each passage of the car the floor switch isthrown out before being reversed. When the floor switch through whichthe current is flowing is thus thrown out, the current is cut off yfromthe controlling magnet'89, and from the auxiliary pilot valve solenoid25 or 26, thus causing the main valve to close and stop the car.

The return movement of the armature 93 of the controlling magnet 89,when the current is cut off, allows the trip switch to return to itsnormal position again connecting up the series of automatic switchesready for the next movement.

It should be noted that after the operator at a landing or in the carhas once pushed a button or operated a switch, it is unnecessary to holdthe switch closed, for as soon as the magnet controlling the trip switchhas been operated, the push-button circuit is entirely thrown out ofoperation, that is, it is shortcircuited as hereinbefore explained. Itwill also be seen that since the puslvbutton circuit is made inoperativeafter the car has once been set in motion, it is impossible for anyoneelse to get control of the car until it has reached the desired floorand come to a full stop. If two buttons are pushed at almost the sametime, the car will respond to vthe first call, although the two callsmay be but a fractional part of a second apart. lt

should furthermore be noted that the system herein disclosed has a highdegree of safety, and it can readily be seen that an accident, so far asa confusion of calls is concerned, is practically impossible, for assoon as the ear reaches a floor and the door is opened, it is,impossibleto start the same again from any floor or from within the ear, until allthe doors leading to the elevator well are in a closed position and thedoor contact switches 20, 21 and 22 are also closed. In connection withthis system any approved door loch which securely locks the doors untilthe car is substantially level with the iioor landing, may be used ifdesired.

Assuming that the car is at its uppermost landing, and the iioor switch14 1s in the position shown in Fig. 4, so as to electrieally connect theconductors 112 and 113, let it be desired to call the car to the floorbelow. ln this case the push-button 116 is operated, whereupon a circuitwill be established from the main to and through the wire 73, doorcontacts 22, 21 and 2t), conductor 74, safety switch 24 in the car,conductor 75, contacts S3 and connecting conductors S4, conductors S5,86, push-button 116, which has been operated, conductors 137, 117,magnet SQ (second in the series), conductor 114, wire 113, switch blade104, and spring-pressed contacts 1(15, conductors 112, 115, down magnet26, and conductor 92 to the main. Pilot valve .51 will thereupon beoperated and the middle trip switch operated to short-circuit thepush-buttons at the landings and the push-buttons 23 in the car.

Pilot valve 51 having been opened, the iiuid under pressure will flowthrough the pipe 32 to the chamber 54/ of the valve 10 and effect amovement of the valve 60 to its open position. The valve 9 is at thistime in the position shown in Fig. 1, and so also is the stop valve V.The opening of the valve 60' establishes connection between the cylinder1 and the exhaust pipe 53. rThe car may therefore descend 1n the'wellknown manner until the pin 100 strikes the fork or butterfly 101 todisconnect the wires 112 and 113 and thus eiect a denergization of themagnet solenoid 26. The pilot valve 51 will thereupon be closed byreason of gravity acting on its moving parts, and the constant pressuresup ly from the pipe 56 will eil'ect a return of t 1e valve 60 slowly toits normal or closed position, thus stopping the car at the desiredlanding.

If the car arrives at the lowermost land- ,ing, it will operate theswitch 15 which also cuts off current from the solenoid 26 and effectthe stopping of the car in the same manner. lf the lower stop button Bis actuated the valve 68 will be moved downwardly to automatically cutoff the exhaust flow from the cylinder 1', to the exhaust pipe 53, andthus stop the car. It will be noticed that also the valve 10 1s providedwith a small check valve 62 so that the valve 60 may be opened quicklyand therefore the car will be allowed to startY downwardly quickly andto s close slowly so that the. car will Vstop gradually. The ap aratusthus far described is the same as isclosed in my co-pending a plicationalready referred to. It should) be noted that it is one .of the especialobjects of my invention to provide means for positively holding the carstationary in a desired position, as at a landing, so that there may beno settling and consequent derangement of the circuits and connec tionsof the push-button systems. i This I deem a valuable `feature of myinvention, as without it, an `automatic push-button controlled elevatorsystem would be impracticable by reason of movement of the car away fromthe landing `due to leakage of the motor-fluid from the lunger cylindervand the consequent irregu yar stopping of the car near other landings. Ihave in my co-pending application referred to, illus-l filed trated thebra e apparatus disclosed and claimed in my Patent No. 810,404, grantedJanuary 23, 1906, for an improvement in retarding devices for plungerelevators, while in the accompanyin drawing `I have illustrated anelectro-mec anical brake. I do not, however, claim as my invention theelectro-mechanical brake' apparatus per se comprising an electro-magnet,vbrake shoes and springs associated with a plunger of a plungerelevator, as such is the invention of Mr. W. D. Baldwinand covered inhis pendin application, Serial No. 231,257,

ovember 3,1904, for an improvement in retarding device for' plungerelevators. of my invention is concerned, any other s stem of automaticpus -button control tlan that illustrated may ;be used in combinationwith brake apparatus for the plunger.

The brake apparatus illustratedy in Eig: 1 comprises a magnet solenoid133 1n thlslnstance connected rigidlyto the cylinder head H.Freely'movable within this solenoid is a core or armature 156 to theupper endof which is connected the stem 137. This `in. turn is connectedby the link 138 to the brake lever139 which is rigidly connected to thecam member 140 between the crossedI brake shoes or gripping devices incontact with the plunger. The cam 140 is pivoted at 141 to the support157 mounted on top of the cyllnder head H. When the solenoid 133receives suflicient current the core 156 will be lifted and so also theparts connected thereto so as to release the grlptpini aws and permitthe plunger to be move Then the current So far as this particularfeature Ais cut off the weight of the core 156 will-effect theapplication of the brake, or if this is not sufficient, the weight 159may be placed on an extensionof the lever 139. A sto 158 may b e placedin proper osition to limit the downward movement o the lever 139l andhold the sameV where the cam 140 will have maximum effect in applyingthe jaws firmly to the plunger.

In Fig. 2 I have shown a modified brakeapparatus in that the solenoid133" is arranged horizontally instead of vertically, and has two cores160, 160 which are connected by the stems 161, 161 to the levers 162,162' pivoted at'163, 163', respectively. The other 'ends of these leversare associated with the various parts. y

With the construction shown in Fig. 2 it should be noted that when thesolenoid 133 receives suflicient current, the cores 160, 160' are drawninwardly to actuate the levers 162, 162', the brake rods 164, 164' andthe brake shoes 165, 165 against the action of the springs 166, 166.When the shoes are re- 'leased the plunger may be actuated and when thecurrent is cut 0H the springs again a ply the shoes to the plunger toretard the ill? 105 e same and thus assist in the stopping thereof andto hold the plunger stationary after` being stopped.

'The brake magnet may -be controlled b any suitable electric switchesactuated pre erably by some moving part of the .valve a paratus. In thisinstance I have shown t e switches 168, 168' above the pilot valvemagnets to be actuated thereby. The contact members 169, 169 areyieldingl connected to the upper ends of the p unger Stems 172, 172l bymeans of the springs 170, 171 and 170'and 171', respectively. Normallythe connecting members 169, 169' respectively rest on the fixed contacts173 174 and 173', 174', and the circuit of the solenoid of the brakemagnet is open.

When the solenoid 25 receives current to open the pilot valve 51 thecontact member 169 isl lifted to disconnect the contacts 173, 174 and toelectrically connect the fixed contacts 175, 176, a short distanceabove. A circuit is then completed to elect the release of the plungerbrake. This circuit may be traced from the main through the upper bladeof the main line switch 72, conductors 73, 177, contact 175, bridge:piece 169, con- -across the mains receives full power and in a shortspace of time depending upon the time constant of the brake magnet thebrake will be released. At `about the same time that the brake is beingreleased the valve 9 is being opened quickly so that the car is at oncelifted and brought to full speed without delay.' Now when the current iscut off from the solenoid 25 to effect the stopping of the car", thebridge piece 169 will drop also cutting olf the current to the brakemagnet. It is preferred to stop the car gradually, however, so the brakeshould not be applied too suddenly but should be permitted to be appliedgradually. lThis may be accomplished 1n various ways. In this instance Ihave associated electric switches 180, 180' with the valves 9, 10,respectively, and provided a resistance 172 arranged to be inserted incircuit with the brake magnet solenoid to effect only a partial aplication of the brake to asslst in stopping t e car until the valve 9 or10 is closed or nearly so when the brake is fully applied, p

When the bridge piece 169 drops to connect the contacts 173 and 174while the bridge piece 181 still connects the contacts 184 and 185, theresistance 172 will be insertedv in circuit with the solenoid 133' ofthe brake magnet. This resistance may be of any desired magnitude so asto decrease the power of the electro-magnet to any desired extent andthus secure a retarding action of the brake in accordance with theclosing movement of the valve device 9. This circuit may be traced fromthe positive main through the conductors 73 and 177, resistance 172,contact 173, bridge piece 169, contact 174, conductor 186, contact 185,bridge piece181, contact 184, conductor 136', solenoid 133', conductors135", 92, out to the main. As soon as the valve 60 has been moved downso that the nut on the outer end of the stem 183 positively engages thebridge piece 18-1, the contacts 184 and 185 will be electricallydisconnected and the brake solenoid circuit entirely opened. The weight159 will thereupon fully apply the brake to the plunger P substantiallyat the same time or preferably a short time before the supply throughthe valve device 9 is entirely cut olf.

When the contact member 169' returns to its lower positionlas shown inFig. 1, and the switch 180' is still closed, the resistance 172 willalso be inserted in circuit with the solenoid 133', this circuitextending from the positive main through the conductors 73, 177,resistance 172, conductor 187, contact 173', bridge piece 169', contact174', conductor 188, contact 185', bridge piece 181', contact .184',conductors 189, 13e', Solenoid 133",

conductors 135', 92, out to the negative main. As soon as the valve 60'has been moved downwardly to a certain degree so that the bridge piece181' merely rests on top of the spring 182' and the contacts'184' and185' are disconnected, the brake will be fully applied by reason of theentire denergization of the brake magnet. As heretofore explained, it ispreferable that the valves 60 and 60"close slowly so as to bring theelevator car to a gradual stop whether it is traveling upwardly ordownwardly. It is evident that the partial application of the brake tothe plunger assists in thus gradually stopping the car and relieves thestrain on the valve apparatus. Preferably the switch 180' is so adjustedthat the brake will be fully applied at about the same time or a briefspace of time before the valve 60' is closed. Y

Obviously those skilled in the art may make various changes in` thedetails and arrangement of parts without departing from the spirit andscope of my invention, and I desire therefore, ,not to be limited to theprecise construction herein disclosed.

Having thusfully described my invention, what I claim and desire to haveprotected by Letters Patent of the United States is:-

1. The combination with a load-carrying device, a plunger and operatingapparatus, of brake mechanism for said plunger, and electric circuitsand connections to automatically control said operating apparatus andsaid brake mechanism to cause said load-carrying device to start fromany position and stop at a predetermined position.

2. In a hydraulic elevator, the combination with a luner and a car, of aretarding device for tlie p Unger, and an electro-inagnet controlledfrom the car or from a landing for effecting the release or applicationof said retarding device.

3. In a hydraulic elevator, the combination with a car, a plunger andchange-valve apparatus, of a retarding device, a motor for operatingsaid retarding device independently of said change-valve apparatus, anda single device for controlling both the chancevalve apparatus and saidmotor to cause t 1c car to stop at any selected point intermediate itslimits of travel.

4. In a hydraulic elevator, the combination withl a plunger andchange-valve apparatus, of a retarding device, a motor for operatingsaid retarding device, and a plurality of pilot valves each controllingthe operation of both the motor and the change-valve apparatus.

5. In a hydraulic elevator, the combination with a car, a plunger andchange-valve apparatus, of a retarding device, a motor for operatingsaid retardin device independently of said change-va ve apparatus, and

meanscontrolled from the car or from a landing for effecting theoperation of both the changIe-valve apparatus and the said motor.

6. he combination With a plunger elevator, of valve mechanism forcontrolling the same, a retarding device for the plunger, electricappliances for controlling `said valve mechanism, push-buttons connectedto said electric appliances, and means for cutting out the circuits ofall the push-buttons after one has been operated to effect the startingof the car to a selected point corresponding to the operated push-buttonandl the automatic operation of the retarding device upon approachingsuch point.

7. The combination With a plunger elevator and hydraulic mechanism forcontrolling the operation of the same, of electric circuits andconnections of an automatic ush-button controlling system for saidydraulic mechanism, a brake for the plunger, and

means operated by the car for automaticallyT arresting the same at apredetermined point by cutting oli the motive power and eli'ecting theapplication of said brake.

S. The combination with a plunger elevator `and hydraulic mechanism vforcontrolling the operation of the same, of a retarding device fol-,theplunger, electricl means for controlling said hydraulicl mechanism andsaid,v

retarding device, push-buttons or switches connected to saidelectricmeans, and appliances for rendering all of the push-buttoncircuits inopcrativewhile the car is in motion. y

9. In an elevator, the, combination with a car, of a plunger connectedthereto, controlling apparatus, a push-button controlled electric systemfor operating said controlling apparatus, and means applied to theplunger for positively holding the car stationary, said means beingdependent for vits operation upon said push button controlled electricsystem.

10. In an elevator, the combination With a car, of a plunger connectedthereto, controlling apparatus, a push-button controlled electric systemfor operating said controlling apparatus, and means connected to saidvcontrolling apparatus and associated with said plunger for holding thecar in a fixed position.

11. In an-elevator, the combination With a car and a plunger, of valveapparatusfor controlling the' movements thereof, an automaticpush-button controlled system of electric circuits and connections foreffecting an automatic stop of said carat a predetermined landing, and abrake associated with the plunger to positively retard the motion of thecar and plunger and hold thesame-substantially' stationary at a landing.

12. In a hydraulic elevator, the combination with a car and aplunger, ofa retarding device for such plunger, and means controlled applying suchretarding device.

14. In a hydraulic elevator, the combina-. plunger and a car, of aretarding tion with a device for't e plunger, and automaticelectro-mechanical means controlled from the car or from a landing forstarting and stopping said car and for releasing Aand applying v saidretarding device.

15. In a hydraulic elevator, the'combination with a lunger, of a carconnected to the lunger, va ve apparatus, a retarding device or theplunger, actuating means for said retarding device, andelectro-mechanical ap-` pliances for operating said valve apparatus andsaid actuating device.

16. In a hydraulic elevator, the combination with a plunger, ofreversing valve meoll- `anism for controlling the movement of saidplunger, a retarding device for the plunger, a motor for operating saidretarding device, and electro-mechanical means for eiiecting theoperation of said reversing valve mechanism and of said motor.

17. In a hydraulic elevator, the combination with a plunger and a car,of a retarding device for the plunger, a motor for operating saidretarding device, and electro-mechanical means for controlling thestarting, stopping and the reversing of the movement of the car andsubstantially at the same time the operation of said motor.

18. In a h draulic elevator, the combination with a p unger and a car,of a brake for said plunger, means for controlling the movement ofthecar, a motor for operating said brake, and electro-mechanical apparatusfor effecting the operation of said controlling means and of said motorto release and apply said brake.

19. 1n a hydraulic elevator, the combination with a plunger and a car,of a brake for the plunger, a motor for operating said brake, reversingvalve mechanism for controlling the movements of the car and plunger,pilot valve apparatus for controlling said reversing valve mechanism,and electric means for operating said pilot valve apparatus and forcontrolling said motor.

20. In a hydraulic elevator, the combination with a plunger and a car,of a cylinder for said plunger means for controlling the flow of fluidto orV from said cylinder, a brake for the plunger, a motor connected tosaid brake, pilot mechanism connected to said controllmg means and tosaid motor, and electro-magnetic means for operating fsaid pilotmechanism.

21. In an elevator, the combination with a 45, in the car or at alanding for releasing and car, of a plunger connected thereto,controlling apparatus, a push buttonelectric system for operating saidcontrolling apparatus, and electro-mechanical means controlled `by saidpush-button electric system and associated with the plunger forpositively holding the car stationary. 22. In an elevator, thecombination with a car, of a plunger connected thereto, controllingapparatus, a push button controlled electric system for operating saidcontrolling apparatus, a brake associated with the lunger, and electricmeans connected to sai controlling apparatus for controlling theoperation of sai brake. i

23. In an elevator, the combination With a car, of a plunger connectedthereto, valve apparatus for controlling the movements of said plunger,electric means for operating said valve apparatus, .a brake associatedWith the plunger, an electro-magnet for controlling the operation ofsaid brake, and electric switches associated with lsaid electric meansfor controlling said electro-magnet.

24. In an elevator, the combination With a car and a plunger, of valveapparatus for controlling the movements thereof, an automatic pushbutton cont-rolled system,- circuits and connections for eecting anautomatic stopping of said car at a predetermined landing, andelectro-mechanical brake apparatus associated with the plunger topositively retard the motion of the car and plunger and hold the samesubstantially stationary at a landing.

25. In ay hydraulic elevatqr, the combination with a car and a plunger,of a retarding device for said plunger, and electric means controlledfrom the car or from a landing for releasing said retarding device.

26. In a hydraulic elevator, the combination with a car land a plunger,of a retarding device for such plunger, and an electro-magnet within thecontrol of the passenger Withapplying such retarding device.

.27. In a hydraulic elevator, the combination with a plunger and a car,of a retarding device for the plunger, and an electro-magnet controlledfrom the car or from a landing for effecting-'the release or applicationof said retarding device.

28. In a hydraulic elevator, the combination with a plunger and valveapparatus, of a retarding device associated with the plunger, anelectro-magnet connected to said retarding device, and means foreffecting the energization of the electro-magnet to release theretarding device upon the operation of said valve apparatus to elect thestarting of the car.

29. In a hydraulic elevator, the combination with a plunger, of a carattached to the plunger, valve apparatus, a retarding device for theplunger, actuating means for applying said retarding device to theplunger, an

Velectro-magnet connected to said retarding device to release the sameagainst the action of said actuating means, and electro-mechanical meansfor operating said valve apparatus and said electro-magnet.

30. In a hydraulic elevator, the combination with a plunger, ofreversing valve apparatus for controlling the movement of said plunger,a retarding device for the plunger, an electro-magnet for operating saidretarding device to release the same, and electromechanical means foreiiecting the operation of said reversing valve apparatus and theenergization of said electro-magnet.

3l. In a hydraulic elevator, the combination with a plunger and a car,of a retarding device for the plunger, means for actuating saidretarding device to apply the same to the plunger, an electro-magnet forreleasing said retarding device', and electro-mechanical means forcontrolling the starting, stopping and the reversing of the movement ofthe car, and substantially at the same time, the energization of saidelectro-magnet.

32. In a'hydraulic elevator, the combination with a plunger and a car,of a gripping device for said plunger, an electro-magnet for actuatingsaid gripping device to release the same, and electro-mechanical meansfor controlling the operation of the plunger and the energization ofsaid electro-magnet.

33. In a hydraulic elevator, the combination with a plunger and a car,of a brake for said plunger, nieansfor controlling the movement of thecar, brake-applying means, electric brake-releasing means, andelectro-Inechanical apparatus for etlecting the operation of saidcontrolling means and of said electric brake releasing means.

34. In a hydraulic elevator, the combination with a plunger and a car,of a brake for the plunger, brake-applying means, an electro-magnet foractuating said brake-applying means to release the brake, reversingvalve mechanism to control the movements of the car and plunger, pilotvalve apparatus for controlling said reversing valve mechanism, electricmeans for operating said pilot valve apparatus, and switches associatedwith said electric means for controlling the operation of saidelectro-magnet.

35. In a hydraulic elevator, the combination with a plunger and a car,of a cylinder for receiving said plunger, means for controlling the flowof fh id to or from said cylinder, brake mechanism for the plungeiyanelectromagnet for controlling said brake mechan- 4of the vbrake on thetion with a plunger and a car, of a plurality of brake shoes associatedWith the plunger, means for'applying said brake shoes to the plunger, anelectro-ma net for releasing said rake shoes from the p unger, valve aparatus for controlling the movements of t e car and plunger, andautomatic pushbutton controlled apparatus for controlling said valveapparatus and said electro-magnet.

. 37. 1n a hydraulic elevator, the combination with la plunger and car,of a cylinder for receivingsaid p unger, valve apparatus for controllingthe flow of fluid to and from said cylinder, pilot mechanism forcontrolling valve apparatus, electro-magnets for controlling said pilotmechanism, a brake, brake-a plying means, an electro-magnet to effect te release of the brake, and circuits and connections of an automaticpush-button controlled electric elevator system for controlling thepilot mechanism electro-magnets an the rake electro-magnets. Y

38. The combination With a plunger of a plunger elevator system, ofelectro-magnetic rake apparatus associated With said plunger,

and meansy for partially denergizmg the brake magnet to effect a partialapplication comes to rest. y

39. The combination with a plunger and a car, ofv a cylinder forreceiving said plunger,

` valve apparatus for controlling the flow of fluid to and from theplunger, electro-mag-y netic brake apparatus associated with theplunger, and means co-acting with the valve apparatus for effecting onlya partial application of the brake to the plunger as the car is comingto rest. y

. 40. The combination with a car and its plunger, of a cylinder forreceiving said plunplunger when the `car ger, of reversing valvemechanism, connected to the cylinder, a brake associated with theplunger, means for applying said brake to the lunger, anelectro-magnetfor actuating said rake applying means to release the brake, andautomatic means associated with, said reversing valve apparatus toeffect the insertion of resistance 1n circuit With said electromagnetuntil thereversing valve ap aratus has been operated to a predetermineextent in brin ing thecar to rest.

41. n a hydraulic elevator system, the combination with a car and movingmeans therefor, of valve apparatus for controlling said moving means, abrake associated with a part moving in. harmony with the l'movementofthe car, brake-applyingmeans, an

electro-'magnet connected to said brake-applying means to actuate thesame and effect the release of the brake, a resistance, and electricswitch mechanism connected to said valve apparatus to eiect theinsertion of said resistance in circuit with said electro-magnet whilesaid valve apparatus is being closed t0 a predetermined extent and thecar is being stopped,

42.' In an elevator, the combination with a car, of a plunger connectedthereto, valve a paratus for controlling the movement of t e plunger,electric means for operating said valve apparatus, and means connectedto said valve apparatus for positively holding the plunger and car instationary position;

In testimony whereof, I ave signed my name to this specification in thepresence of two subscribing witnesses.

l r FLOYD C. FURLOW.

Witnesses:

` C. M. N rssEN, JAMES G. BETHELL.

